Method of operating an engine having a pilot subchamber at partial load conditions

ABSTRACT

A method of operating an internal combustion engine having pilot subchambers communicating with main combustion chambers, the internal combustion engine configured in use to deliver a main fuel injection of a maximum quantity of fuel to the main combustion chambers when the internal combustion engine is operated at maximum load. The method includes delivering a pilot fuel injection of at most 10% of the maximum quantity to the pilot subchambers, igniting the pilot fuel injection within the pilot subchambers, directing the ignited fuel from the pilot subchambers to the main combustion chambers, and delivering a main fuel injection of a main quantity of fuel to at least one of the main combustion chambers receiving the ignited fuel, with the main quantity being at most 10% of the maximum quantity.

TECHNICAL FIELD

The application relates generally to an internal combustion engineoperation, more particularly for such engines including a pilot fuelinjection.

BACKGROUND OF THE ART

Internal combustion engine can include a pilot subchamber in which apilot portion of the fuel is injected and ignited before being directedinto the main combustion chamber, where further fuel is injected tocomplete the combustion.

Some internal combustion engines have relatively large pilot subchambersand pilot injectors, thus providing a relatively large portion of thefuel flow as a pilot injection. Accordingly, a relatively large pilotfuel flow is injected, which creates a relatively rich overall fuelmixture in the combustion chamber in conditions where the engineoperates solely on pilot injection flow.

SUMMARY

In one aspect, there is provided a method of operating an internalcombustion engine having pilot subchambers communicating with maincombustion chambers, the internal combustion engine configured in use todeliver a main fuel injection of a maximum quantity of fuel to the maincombustion chambers when the internal combustion engine is operated atmaximum load, the method comprising: delivering a pilot fuel injectionof a pilot quantity of fuel to the pilot subchambers, the pilot quantitybeing at most 10% of the maximum quantity; igniting the pilot fuelinjection within the pilot subchambers; directing the ignited fuel fromthe pilot subchambers to the main combustion chambers; and delivering amain fuel injection of a main quantity of fuel to at least one of themain combustion chambers receiving the ignited fuel, the main quantitybeing at most 10% of the maximum quantity.

In another aspect, there is provided a method of operating an internalcombustion engine having a number P of pilot subchambers communicatingwith main combustion chambers, the internal combustion engine configuredin use to deliver a main fuel injection of a maximum quantity of fuel tothe main combustion chambers when the internal combustion engine isoperated at maximum load, the method comprising: delivering a pilot fuelinjection of a pilot quantity of fuel to the pilot subchambers, thepilot quantity being at most 10% of the maximum quantity; igniting thepilot fuel injection within the pilot subchambers; directing the ignitedfuel from the pilot subchambers to the main combustion chambers; for anumber n of the main combustion chambers receiving the ignited fuel,delivering a main fuel injection of a first main quantity of fuel, thefirst main quantity being at most 10% of the maximum quantity; for anumber P-n of the main combustion chambers receiving the ignited fuel,delivering a main fuel injection of a second main quantity of fuel, thesecond main quantity of fuel being more than 10% of the maximumquantity; and varying n between zero and P.

In a further aspect, there is provided a method of operating a rotaryinternal combustion engine including a rotor sealingly received in ahousing to define a plurality of rotating main combustion chambers, therotary internal combustion engine configured in use to deliver a mainfuel injection of a maximum quantity of fuel to the main combustionchambers when the internal combustion engine is operated at maximumload, the method comprising: delivering a pilot fuel injection of apilot quantity of fuel to the pilot subchamber, the pilot quantity beingat most 10% of the maximum quantity; igniting the pilot fuel injectionwithin the pilot subchamber; directing the ignited fuel from the pilotsubchamber into one of the main combustion chambers; and delivering amain fuel injection of a main quantity of fuel to the main combustionchamber receiving the ignited fuel, the main quantity being at most 10%of the maximum quantity.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is now made to the accompanying figures in which:

FIG. 1 is a schematic cross-sectional view of a part of a rotaryinternal combustion engine in accordance with a particular embodiment;

FIG. 2 is a schematic cross-sectional view of an internal combustionengine including a plurality of pilot subchambers and a plurality ofmain combustion chambers in accordance with a particular embodiment,which may be composed of a plurality of rotary internal combustionengines such as shown in FIG. 1; and

FIG. 3 is a schematic cross-sectional view of a reciprocating cylinderof an internal combustion engine in accordance of another particularembodiment.

DETAILED DESCRIPTION

Referring to FIG. 1, an intermittent rotary internal combustion engine100 known as a Wankel engine is schematically and partially shown. In aparticular embodiment, the rotary engine 100 is used in a compound cycleengine system such as described in Lents et al.'s U.S. Pat. No.7,753,036 issued Jul. 13, 2010 or as described in Julien et al.'s U.S.Pat. No. 7,775,044 issued Aug. 17, 2010, the entire contents of both ofwhich are incorporated by reference herein. The compound cycle enginesystem may be used as a prime mover engine, such as on an aircraft orother vehicle, or in any other suitable application. In any event, insuch a system, air is compressed by a compressor before entering theWankel engine, and the engine drives one or more turbine(s) of thecompound engine. In another embodiment, the rotary engine 100 is usedwithout a turbocharger, with air at atmospheric pressure.

The engine 100 comprises an outer body 102 having axially-spaced endwalls 104 with a peripheral wall 108 extending therebetween to form arotor cavity 110. An inner surface 112 of the peripheral wall 108 of thecavity 110 has a profile defining two lobes, which is preferably anepitrochoid.

An inner body or rotor 114 is received within the cavity 110, with thegeometrical axis of the rotor 114 being offset from and parallel to theaxis of the outer body 102. The rotor 114 has axially spaced end faces116 adjacent to the outer body end walls 104, and a peripheral face 118extending therebetween. The peripheral face 118 defines threecircumferentially-spaced apex portions 120 (only one of which is shown),and a generally triangular profile with outwardly arched sides. The apexportions 120 are in sealing engagement with the inner surface 112 ofperipheral wall 108 to form three rotating main combustion chambers 122(only two of which are partially shown) between the inner rotor 114 andouter body 102. A recess 124 is defined in the peripheral face 118 ofthe rotor 114 between each pair of adjacent apex portions 120, to formpart of the corresponding chamber 122.

The main combustion chambers 122 are sealed. Each rotor apex portion 120has an apex seal 126 extending from one end face 116 to the other andprotruding radially from the peripheral face 118. Each apex seal 126 isbiased radially outwardly against the peripheral wall 108 through arespective spring. An end seal 128 engages each end of each apex seal126, and is biased against the respective end wall 104 through asuitable spring. Each end face 116 of the rotor 114 has at least onearc-shaped face seal 130 running from each apex portion 120 to eachadjacent apex portion 120, adjacent to but inwardly of the rotorperiphery throughout its length. A spring urges each face seal 130axially outwardly so that the face seal 130 projects axially away fromthe adjacent rotor end face 116 into sealing engagement with theadjacent end wall 104 of the cavity 110. Each face seal 130 is insealing engagement with the end seal 128 adjacent each end thereof.

Although not shown, the rotor 114 is journaled on an eccentric portionof a shaft and includes a phasing gear co-axial with the rotor axis,which is meshed with a fixed stator phasing gear secured to the outerbody co-axially with the shaft. The shaft rotates with the rotor 114 andthe meshed gears guide the rotor 114 to perform orbital revolutionswithin the stator cavity. The shaft performs three rotations for eachrotation of the rotor 114 about its own axis. Oil seals are providedaround the phasing gear to prevent leakage flow of lubricating oilradially outwardly thereof between the respective rotor end face 116 andouter body end wall 104.

At least one inlet port (not shown) is defined through one of the endwalls 104 or the peripheral wall 108 for admitting air (atmospheric orcompressed) into one of the main combustion chambers 122, and at leastone exhaust port (not shown) is defined through one of the end walls 104or the peripheral wall 108 for discharge of the exhaust gases from themain combustion chambers 122. The inlet and exhaust ports are positionedrelative to each other and relative to the ignition member and fuelinjectors (further described below) such that during one rotation of therotor 114, each chamber 122 moves around the stator cavity with avariable volume to undergo the four phases of intake, compression,expansion and exhaust, these phases being similar to the strokes in areciprocating-type internal combustion engine having the four-strokecycle. The main chamber 122 has a variable volume V_(var) varyingbetween a minimum volume V_(min) and a maximum volume V_(max).

In a particular embodiment, these ports are arranged such that therotary engine 10 operates under the principle of the Miller or Atkinsoncycle, with its volumetric compression ratio lower than its volumetricexpansion ratio. In another embodiment, the ports are arranged such thatthe volumetric compression and expansion ratios are equal or similar toone another.

An insert 132 is received in a corresponding hole 134 defined throughthe peripheral wall 108 of the outer body 102, for pilot fuel injectionand ignition. The insert 132 has a pilot subchamber 142 defined thereinin communication with the rotating main combustion chambers 122. Thepilot subchamber 142 communicates with each combustion chamber 122, inturn, when in the combustion or compression phase. In the embodimentshown, the subchamber 142 has a circular cross-section; alternate shapesare also possible. The subchamber 142 communicates with the maincombustion chambers 122 in a sequential manner through at least oneopening 144 defined in an inner surface 146 of the insert 132. Thesubchamber 142 has a shape forming a reduced cross-section adjacent theopening 144, such that the opening 144 defines a restriction to the flowbetween the subchamber 142 and the cavity 110. The opening 144 may havevarious shapes and/or be defined by a pattern of multiple holes. In aparticular embodiment, the subchamber 142 is defined in the outer body102. For example, in an embodiment where the rotary engine 100 does notinclude the insert 132.

In a particular embodiment, the volume of the subchamber 142 is at least0.5% and up to 3.5% of the displacement volume, with the displacementvolume being defined as the difference between the maximum and minimumvolumes of one chamber 122. In another particular embodiment, the volumeof the subchamber 142 corresponds to from about 0.625% to about 1.25% ofthe displacement volume.

In addition or alternately, in a particular embodiment, the volume ofthe subchamber 142 is defined as a portion of the minimum combustionvolume, which is the sum of the minimum chamber volume V_(min)(including the recess 124) and the volume of the subchamber V₂ itself.In a particular embodiment the subchamber 142 has a volume correspondingto from 5% to 25% of the minimum combustion volume, i.e. V₂=5% to 25% of(V₂+V_(min)). In another particular embodiment, the subchamber 142 has avolume corresponding to from 10% to 12% of the minimum combustionvolume, i.e. V₂=10% to 12% of (V₂+V_(min)). In another particularembodiment, the subchamber 142 has a volume of at most 10% of theminimum combustion volume, i.e. V₂≦10% of (V₂+V_(min)).

The peripheral wall 108 has a pilot injector elongated hole 148 definedtherethrough, at an angle with respect to the insert 132 and incommunication with the subchamber 142. A pilot fuel injector 150 isreceived and retained within the corresponding hole 148, with the tip152 of the pilot injector 150 being received in the subchamber 142.

The insert 132 has an ignition element elongated hole 154 definedtherein extending along the direction of a transverse axis T of theouter body 102, also in communication with the subchamber 142. Anignition element 156 is received and retained within the correspondinghole 152, with the tip 158 of the ignition element 156 being received inthe subchamber 142. In the embodiment shown, the ignition element 156 isa glow plug. Alternate types of ignition elements 156 which may be usedinclude, but are not limited to, plasma ignition, laser ignition, sparkplug, microwave, etc.

Although the subchamber 142, pilot injector elongated hole 148 andignition element elongated hole 154 are shown and described as beingprovided in the insert 132, it is understood that alternately, one, anycombination of or all of these elements may be defined directly in theouter body 102, for example directly in the peripheral wall 108.Accordingly, the insert 132 may be omitted.

The peripheral wall 108 also has a main injector elongated hole 136defined therethrough, in communication with the rotor cavity 110 andspaced apart from the insert 132. A main fuel injector 138 is receivedand retained within this corresponding hole 136, with the tip 140 of themain injector 138 communicating with the cavity 110 at a point spacedapart from the insert 132. The main injector 138 is located rearwardlyof the insert 132 with respect to the direction R of the rotor rotationand revolution, and is angled to direct fuel forwardly into each of therotating main combustion chambers 122 sequentially with a tip holepattern designed for an adequate spray.

The pilot injector 150 and main injector 138 inject fuel, e.g. diesel,kerosene (jet fuel), equivalent biofuel, etc. into the pilot subchamber142 and into the corresponding main chambers 122, respectively. Theinjected fuel within the pilot subchamber 142 is ignited by the ignitionelement 156, thus creating a hot wall around the pilot subchamber 142and the inner surface 146 of the insert body 132. As the pressure of theignited fuel within the pilot subchamber 142 is increased, a flow of theignited fuel is partially restricted and directed from the pilotsubchamber 142 to the main chamber 122 communicating with it, throughthe opening 144. The flow of the ignited fuel from the pilot subchamber142 ignites the fuel injected in the main chamber 122 by the maininjector 138.

In a particular embodiment, the pilot quantity of the fuel injected intothe pilot subchamber 142 is at most 10% of the maximum quantity of fuelinjected by the main injector 138, with the maximum quantity of fuelcorresponding to maximum engine power and/or maximum load conditions forthe engine 100.

The engine 100 can be operated at different engine power settings orload conditions, for example, at partial load or idle conditions, byvarying the quantity of fuel injected into the main chambers 122. In aparticular embodiment, “partial load” includes any load conditionbetween idle and maximum load, including, but not limited to, descentconditions. In a particular embodiment, when the engine 200 operates atpartial load conditions, the main injector 138 delivers a reducedquantity of fuel in the main injection while the fuel injection from thepilot injector 150 is maintained. This reduced main quantity for themain injection can include, for example, at most the pilot quantityinjected by the pilot injector 150 and/or 10% of the maximum quantity offuel injected by the main injector 138 when operating at maximum load.The reduced main quantity can be different from zero, or alternately,can be zero, i.e. no fuel is injected by the main injector 138 duringthe combustion.

In a particular embodiment, maintaining the pilot fuel flow at thepartial load conditions allows to maintain a suitable temperature of thepilot subchamber 142 for quickly relighting to full combustion atmaximum load conditions when required may allow. In a particularembodiment, the pilot fuel flow (alone or with a small quantity of fuelinjected by the main injector 138) is selected to as to maintain thewall temperature (metal temperatures) for the pilot subchamber 142 at500° F. or above, for example from 500° F. to 1400° F.; in a particularembodiment, the wall temperature for the pilot subchamber 142 ismaintained at a value from 600° F. to 750° F. In a particularembodiment, the wall temperature for the main chamber 122 is maintainedsufficiently close to the wall temperature of the pilot subchamber 142to avoid mechanical problems which could otherwise be caused by asignificant temperature gradient.

In addition, the pilot fuel injection can help counteract or offsetfriction generated by the operation of the engine 100 and/or the rotor114. In cases where a small quantity of fuel is still injected by themain injector 138, the reduced main fuel injection may also act tocounteract or offset the friction generated by the operation of theengine 100 and/or the rotor 114.

Although a single rotary engine 100 is shown in FIG. 1, it is understoodthat two or more rotary engines 100 can be provided with the rotors 114thereof engaged to a same shaft to form a multi-rotor engine assembly.For example, as schematically shown in FIG. 2, a rotary internalcombustion engine 200 includes four rotors 114 each journaled on arespective eccentric portion of a common shaft 202. Each rotor 114 isreceived within a respective cavity 110 defining three rotating maincombustion chambers 122 per rotor 114. In a particular embodiment, eachrotor 114 and cavity 100 is part of an engine 100 such as shown in FIG.1 and described above.

The engine assembly 200 includes a pilot subchamber 142 for each rotor114, and each main chamber 122 communicates with the respective pilotsubchamber 142 in a sequential manner. Although in the embodiment shownthe engine 200 includes only four rotors 114, the engine 200 can includeany other suitable number of rotors 114.

In a particular embodiment, when the engine 200 operates at partial loadconditions, the main fuel injection is delivered to one or more of therotors 114 with a reduced main quantity as described above. The mainquantity for this/these rotor(s) can include, for example, at most thepilot quantity injected in the pilot fuel injection and/or 10% of themaximum quantity of the main fuel injection when operating at maximumload; the main quantity can be zero or can be different from zero, asset forth above.

In a particular embodiment, the number of rotors for which the mainquantity of the main injection has a value from 0 to the pilot quantityand/or 10% of the maximum quantity is varied, for example based on thepower demand on the engine 200. For an engine 200 including “P” pilotsubchambers 142 (P=4 for the embodiment shown, but any other suitablenumber can be used), the number “n” of rotors 114 (or main combustionchambers 122 receiving the ignited fuel from one of the pilotsubchambers 142) in which the main quantity of the main injection has avalue from 0 to the pilot quantity and/or 10% of the maximum quantitycan be varied. The term “main combustion chamber 122 receiving theignited fuel” is used herein to contrast with the other two maincombustion chambers 122 of the rotor 114, which are in different phasesof the combustion cycle and accordingly are not receiving ignited fuelat the time—the main combustion chamber 122 receiving the ignited fuelcommunicates with the main fuel injector during the combustion phase.The main combustion chamber 122 receiving the ignited fuel changes withthe rotation of the rotor 114 and with every pilot fuel injection.

During operation, the main injection of the main quantity having a valuefrom 0 to the pilot quantity and/or 10% of the maximum quantity isdelivered in “n” of the main combustion chambers 122 receiving ignitedfuel, while the remaining “P-n” of the main combustion chambers 122receiving ignited fuel receive a greater quantity of fuel in the maininjection, for example the maximum quantity—with n being a whole numbervarying between 0 (maximum load) and P (all rotors 114 having a mainfuel injection of the main quantity from 0 to the pilot quantity and/or10% of the maximum quantity). Some or all of the remaining “P-n” maincombustion chambers 122 can receive a main fuel injection of a quantityless than the maximum quantity, but more than the quantity injected intothe “n” combustion chambers, e.g., more than 10% of the maximumquantity. For example, the remaining “P-n” combustion chambers 122receiving the ignited fuel may receive a main injection of 75% of themaximum quantity. Other quantities can alternately be used.

In a particular embodiment, the number n of the main combustion chambers122 receiving ignited fuel in which the main fuel injection is deliveredat the main quantity having a value from 0 to the pilot quantity and/or10% of the maximum quantity varies incrementally, for example from 0 toP (reduction in load) or from P to 0 (increase in load). In theembodiment shown, the number n of the main combustion chambers 122receiving ignited fuel in which the main fuel injection is delivered atthe main quantity having a value from 0 to the pilot quantity and/or 10%of the maximum quantity is delivered varies between 0 and 4, for exampleincrementally from 0 to 4 (reduction in load) or from 4 to 0 (increasein load).

In another particular embodiment, partial load conditions may be definedby a fixed number of the main combustion chambers 122 having the mainfuel injection delivered at the main quantity having a value from 0 tothe pilot quantity and/or 10% of the maximum quantity.

In a particular embodiment, delivering the main fuel injection of themain quantity having a value from 0 to the pilot quantity and/or 10% ofthe maximum quantity, in combination with a subchamber volume of at most10% of the minimum combustion volume and a pilot fuel quantity of atmost 10% of the maximum quantity of the main fuel injection at maximumload, advantageously reduce the fuel consumption at idle and/or partialload conditions and allow the engine 100, 200 to operate at leanair-to-fuel mixtures, allowing for relatively low fuel consumption. In aparticular embodiment, a fuel consumption of about 0.04 pph of fuel percubic inch of engine displacement (e.g., 2 pph for a single rotor enginewith 50 cubic inches of displacement) can be obtained for the rotor(s)in which the main fuel injection is delivered at the main quantityhaving a value from 0 to the pilot quantity and/or 10% of the maximumquantity.

Although described herein with rotary engines 100, 200, the main fuelinjection of the main quantity having a value from 0 to the pilotquantity and/or 10% of the maximum quantity may alternately be appliedto intermittent internal combustion engines having differentconfigurations. For example, referring to FIG. 3, a schematicillustration of a cylinder 10 of a reciprocating internal combustionengine 12 having a four-stroke cycle according to another embodiment isshown. The cylinder 10 has an outer body 14 enclosing a variable volumecombustion chamber 16 cooperating with a reciprocating piston 18 toundergo the four stroke phases of intake, compression, expansion andexhaust. In a particular embodiment, the reciprocating motion of thepiston 18 rotates a shaft (not shown), and multiple similar pistons aredrivingly engaged to the same shaft, similarly to the embodiment shownin FIG. 2. Although the cylinder 10 has a cylindrical geometric shape,the cylinder 10 and/or the combustion chamber 16 may have any othersuitable shape. The outer body 14 has a pilot combustion subchamber 32defined therein in communication with a main combustion chamber 34defined within the outer body 14.

The engine 12 includes a pilot subchamber 32 for each of the cylinders12. In a particular embodiment, the pilot subchamber 32 is sizedsimilarly to the pilot subchamber 142 as described above.

An elongated pilot injector hole 38 is defined through the outer body 14in communication with the pilot subchamber 32. A pilot fuel injector 40is received and retained within the corresponding hole 38, with a tip ofthe pilot injector 42 being received in the pilot subchamber 32. Anelongated main injector hole 44 is defined through the outer body 14 incommunication with the main chamber 34. A main fuel injector 46 isreceived and retained within the corresponding hole 44, with a tip ofthe main injector 48 communicating with the main chamber 34. The outerbody 14 also has an ignition element elongated hole 50 definedtherethrough in communication with the pilot subchamber 32. An ignitionelement 52 is received and retained within the corresponding hole 50,with a tip of the ignition element 54 being received in the pilotsubchamber 32.

The main fuel injection in the main combustion chamber 16 can bedelivered with a reduced main quantity as described above for the engine100; in addition, when multiple cylinders are provided, the number “n”of the main combustion chambers 16 in which the main fuel injection isdelivered at the main quantity having a value from 0 to the pilotquantity and/or 10% of the maximum quantity can be varied, incrementallyor otherwise, between 0 (maximum load conditions) and P, as describedabove for the engine 200.

The above description is meant to be exemplary only, and one skilled inthe art will recognize that changes may be made to the embodimentsdescribed without departing from the scope of the invention disclosed.Modifications which fall within the scope of the present invention willbe apparent to those skilled in the art, in light of a review of thisdisclosure, and such modifications are intended to fall within theappended claims.

1. A method of operating an internal combustion engine having pilotsubchambers communicating with main combustion chambers, the internalcombustion engine configured in use to deliver a main fuel injection ofa maximum quantity of fuel to the main combustion chambers when theinternal combustion engine is operated at maximum load, the methodcomprising: delivering a pilot fuel injection of a pilot quantity offuel to the pilot subchambers, the pilot quantity being at most 10% ofthe maximum quantity; igniting the pilot fuel injection within the pilotsubchambers; directing the ignited fuel from the pilot subchambers tothe main combustion chambers; and delivering a main fuel injection of amain quantity of fuel to at least one of the main combustion chambersreceiving the ignited fuel, the main quantity being at most 10% of themaximum quantity.
 2. The method as defined in claim 1, wherein the mainquantity is zero.
 3. The method as defined in claim 1, wherein the mainquantity is at most the pilot quantity.
 4. The method as defined inclaim 1, further comprising, for at least another one of the maincombustion chambers receiving the ignited fuel, delivering a main fuelinjection of the maximum quantity of fuel.
 5. The method as defined inclaim 1, further comprising, for at least another one of the maincombustion chambers receiving the ignited fuel, delivering a main fuelinjection of more than 10% of the maximum quantity.
 6. The method asdefined in claim 1, wherein the internal combustion engine is a rotaryengine including a plurality of rotors each sealingly received in arespective housing to define a plurality of the main combustionchambers, and each of the pilot subchambers is in communication with themain combustion chambers of a respective one of the rotors in asequential manner.
 7. The method as defined in claim 1, wherein the mainquantity is selected to maintain a wall temperature of the pilotsubchambers at a value from 500° F. to 1400° F.
 8. The method as definedin claim 1, wherein each of the main combustion chambers has a volumevarying between a minimum chamber volume and a maximum chamber volume,and each of the pilot subchambers has a volume V₂ of at most 10% of asum of V₂ and the minimum chamber volume.
 9. A method of operating aninternal combustion engine having a number P of pilot subchamberscommunicating with main combustion chambers, the internal combustionengine configured in use to deliver a main fuel injection of a maximumquantity of fuel to the main combustion chambers when the internalcombustion engine is operated at maximum load, the method comprising:delivering a pilot fuel injection of a pilot quantity of fuel to thepilot subchambers, the pilot quantity being at most 10% of the maximumquantity; igniting the pilot fuel injection within the pilotsubchambers; directing the ignited fuel from the pilot subchambers tothe main combustion chambers; for a number n of the main combustionchambers receiving the ignited fuel, delivering a main fuel injection ofa first main quantity of fuel, the first main quantity being at most 10%of the maximum quantity; for a number P-n of the main combustionchambers receiving the ignited fuel, delivering a main fuel injection ofa second main quantity of fuel, the second main quantity of fuel beingmore than 10% of the maximum quantity; and varying n between zero and P.10. The method as defined in claim 9, wherein the second main quantityis the maximum quantity.
 11. The method as defined in claim 9, whereinthe first main quantity is zero.
 12. The method as defined in claim 9,wherein the first main quantity is at most the pilot quantity.
 13. Themethod as defined in claim 9, wherein the internal combustion engine isa rotary engine including a plurality of rotors each sealingly receivedin a respective housing to define a plurality of the main combustionchambers, and the pilot subchambers are in communication with the maincombustion chambers of a respective one of the rotors in a sequentialmanner.
 14. The method as defined in claim 9, wherein each of the maincombustion chambers has a volume varying between a minimum chambervolume and a maximum chamber volume, and each of the pilot subchambershas a volume V₂ of at most 10% of a sum of V₂ and the minimum chambervolume.
 15. The method as defined in claim 9, wherein varying n betweenzero and P includes incrementally varying n between 0 and P.
 16. Amethod of operating a rotary internal combustion engine including arotor sealingly received in a housing to define a plurality of rotatingmain combustion chambers, the rotary internal combustion engineconfigured in use to deliver a main fuel injection of a maximum quantityof fuel to the main combustion chambers when the internal combustionengine is operated at maximum load, the method comprising: delivering apilot fuel injection of a pilot quantity of fuel to the pilotsubchamber, the pilot quantity being at most 10% of the maximumquantity; igniting the pilot fuel injection within the pilot subchamber;directing the ignited fuel from the pilot subchamber into one of themain combustion chambers; and delivering a main fuel injection of a mainquantity of fuel to the main combustion chamber receiving the ignitedfuel, the main quantity being at most 10% of the maximum quantity. 17.The method as defined in claim 16, wherein the main quantity is zero.18. The method as defined in claim 16, wherein the main quantity is atmost the pilot quantity.
 19. The method as defined in claim 16, furthercomprising, after delivering main fuel injection with the main quantitybeing at most 10% of the maximum quantity, increasing the main quantityto the maximum quantity.
 20. The method as defined in claim 16, whereineach of the main combustion chambers has a volume varying between aminimum chamber volume and a maximum chamber volume, and each of thepilot subchambers has a volume V₂ of at most 10% of a sum of V₂ and theminimum chamber volume.